Electrically operated and controlled railway switching device



March 19, 1929.

E.- s. OLMSTED ELECTRICALLY' OPERATED AND CONTROLLED RAILWAY SWITCHING DEVICE Original Filed April 28, 1924 INVENTOR Patented Mar. 19, 1929.

UNITED STATES ELMER SLOLMSTED, OF LOUISVILLE, KENTUCKY, 1%.SSIGITOR 13%,037 PATENT OFFHZE.

'ro cesarean nnncrmc SWITCHING DEVICE 00., INC., 0}? LOUISVILLE, KEFTUOKY, A CORPORATION OF ELECTRICALLY OPERATED AND CONTROLLED RAILWAY SVIETCHING- DEVICE.

Application filed April 28, 1924, Serial This invention relates to electrically operated and controlled railway switches, being an improvement upon the devices and apparatus claimed in my United States Patents' Nos. 978,053 and 1,079,991. In my said patents, I showed and described and claimed apparatus for controlling the trackswitch operation so that where several cars in a train are operated by one motorman, or where single cars follow each other closely, there will be no danger of having some of the wheels of the train switched in one direction and some in another; or of the trackswitch being moved between wheels of a preceding car. I I

The object of my present invention s to provide a more eihcient and more rel able electrically operated and controlled switching device for railways. A new featurei'or insuring reliable and positive action resides in the fact that I provide means for holding a solenoid and a portion of the circuits involved, normally energized, by which feature I obtain the very desirable result that even in the event of power leaving the system, the switch operating mechanism will automatically be left open circuited and inoperative.

For a more particular description of my invention, reference is to be had to the drawing herewith in which Figure 1 is a diagrammatic view of a preferred employment of my invention. V

In Fig; 1, Ihave shown'not only the controlling device, but the trolley-wire and the important parts of the control and switch throwing device such as commercially used for this purpose. An electric car approaching the switch which is to be thrown by means of solenoid GM, passes trolley contactor A, in which the trolley-wheel bridges the two contactor strips A and A and establishes a circuit from trolley, wire E with wires F, solenoid KL,wire KL contactor strip A, trolley wheel, contactor strip A wire KL armature L contact points L wire GM armature KL and either wires GM or GM (depending upon whether the car passes contactor using or not using motive power), solenoids GrM or GM", thence to ground.

In Figure 1, I have shown four contactors B, C, C and C all of which are of similar design, and are so arranged that the trolley wheel sends current into them from the No. 709,426. RenewedAugust a1, 1928.

trolley wire without the wheel leaving said wire. Contactors B and C only are ordinarily used, but C and C may be substituted for C, under certain operating conditions.

After the switch has been thrown by either solenoid GM or GM", incident to the trolleywheel bridging contactor strips A and A the trolley-wheel advances until it sends current into relay if, from contactor B, which attracts the armature h 2 and opens a normally closed circuit connected therewith, and thereby causes the plunger of relay L to drop by gravity, by reason of the interruption of said current which previously was flowing through following circuit: F, F F M F L, L F, resistor L and solenoid L to ground. \Vith the dropping of the plunger of solenoid L, the contacts at L and L are opened, and contacts at L closed.

Figure 1' shows L in normally energized circuit position. By reason of Fig. 1 being diagrammatic, it is necessary in that diagrain to show armature L by means of two solid lines and two dotted lines.

It will be noted that at this stage of the operation, the coils GM and GM" are open circuited, and therefore cannot be energized, by reasons of the contacts at L being open. Solenoid L is in circuit and therefore responsive to energization from either of the C contactors, by reason of a circuit being established through the contacts at L.

It will be noted that the controlling solenoid L in my controlling device is normally energized, in which condition it holds the circuit ready for switch operation, and that when it is deenergized by reason of a trolleywheel contacting controlling contactor B, the switch operating circuit is opened, and then held open, by gravity. This feature is of very great value and has been long sought for in the industry for the purpose of providing an effective and protective control, even when power leaves the system, which has been pointed out supra.

Thedeenergizing contactor B is located with reference to the various car-lengths in terms of the positioning of the switch operating contactor A, and unlocking contactor C, or G and C If a plurality of cars come into the block before the first one which has deenergized the system at contactor B, has reenerg'ized the system contactor C,

or C or C thefollowing cars will each find the switch operating circuit open atcontacts L due to individual looking at contactor 1 idea are possible and practical and I donot Wish to limit myself to the specific arranges ment shown herein or to any specific type of switch-throwing apparatus other than by the scope of claims which I give herewith:

1. In an electricallyoperated railway switch throwing apparatus comprising contactors adjacent a trolley wire and ground magnets so connected as to operate a track switch; all connected thru a plurality of separate circuits with means for opening and closing said circuits; the first circuit of the protective equipment being a control for a second normally closed circuit which in turn controls a third circuit through, which either of the two branches of the selective 'switch operating circuit are energized to operate the track switch to one or the other of its two positions; said first and second circuits being so arranged and connected to separate cont-actors as to control the third circuit.

' separate circuits, with means and closing said clrcuits; thefirstcircuit of 2. In an electrically operated railway switch throwing apparatus comprising contactors adjacenta trolley wire and ground magnets so connected as to operate a track switch; all connected thru a plurality of for opening theprotective equipment being a control for a second normally closed circuit, which in turn controls a third circuit through which either of the two branches of the selective switch operating circuit is energized to operate the track switch. to one orthe otherot two positions; the first-and second circuits being so arranged and connected to separate contactors as to control the third circuit to prevent or permit the operation of said switch throwing apparatus.

3. In an electrically operated railway switch throwing apparatus comprising contactors mountedadjacent to trolley wire and ground magnets so connected as tooperate a track switch; all connected thru a plurality of separate circuits each connected to a contactor adjacent the trolley wire with means for openingiand closing said circuits; the first circuit'ot' the protective equipment being a control for a normally closed second circuit which in turn'controls a third circuit through which either of the two branches of the selective switch operating circuit is energized tooperate the track switch to one or the other of two positions; said first and second circuits being so arranged and connectedjto separate contactors as to control the third circuit. r

at. In an electrically operated railway switch. throwing apparatus comprising contactors adjacent a trolley wire and ground magnets so connected as tooperate a track switch; all connected thru a plurality of separate circuits; the first circuit of the protective equipment beinga control for a normally closed second circuit which in turn con-- trols a third circuit through which either of the two branches-of the second circuit is energized to operate the track switch to one or the other of the two positions; the remaining circuits being so arranged and connected to separate contactors as to prevent the energization of one of the two circuits and permit the energization of the remaining circuit.

ELMER. S. OLMSTED. 

